Controlling means fob explosion-engines



A. L. RIKER. CONTROLLING MEANS FOR EXPLOSION ENGINES, I

' APPLICATION FILED JULY 16, I902. 1,195,399.

Patented Aug. 22, 1916.

6 SHEETS-SHEET I Minesscs:

. A. L. RlKER.

CONTROLLING MEANS FOR EXPLOSION ENGINES.

APPLICATION FILED JULY 16,1902.

1 1 95,399. Y Patented Aug. 22, 1916.

6 SHEETS-SHEET 2- Witnesses: m Inventor.-

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I In;

A. L. RIKER.

CONTROLLING MEANS FOR EXPLOSION ENGINES. APPLICATION men IULY 1a, 1902.

1,195,399. v Patented Aug. 22,1916.

6 SHEETS-SHEET 3- A. L. RIKER.

CONTROLLING MEANS FOR EXPLOSION ENGINES.

APPLICATION FILED JULY 16, I902.

Patented Aug. 22, 1916.

1 B SHEETS-SHEET 4.

1196. fun; 61 I I a Generaia? P A. L. RIKER.

CONTROLLING MEANS FOR EXPLOSION ENGINES.

APPLICATION FILED JULY 16, I902.

Patented Au 22, 1916.

6 SHEETS-SHEET 5- MM m A. L. RIKER.

CONTROLLING MEANS FOR EXPLOSION ENGINES.

Patented Aug. 22, 1916.

APPLICATION FILED JULY 16,1902.

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UNITED STATES PATENT OFFICE.

ANDREW L. RIKER, OE SHORT HILLS, NEW JERSEY, ASSIGNOR TO THE LOCOMOBILE COMPANY OF AMERICA, OF NEW YORK, N. Y., A CORPORATION OF WEST VIRGINIA.

CONTROLLING MEANS FOR EXPLOSION-ENGINES.

Application filed July 16, 1902.

T 0 all whom it may concern:

Be it known that I, ANDREW L. RIKER, a citizen of the United States, residing at Short Hills, in the county of Essex and State of New Jersey, have invented an Improvement in Controlling Means for Explosion- Engines, of which the following description, in connection with the accompanying drawings, is a specification, like letters on the drawings representing like parts.

My invention relates to motor vehicles of the type employing what are commonly known as internal combustion engines, that is, engines wherein a mixture of fuel and air is drawn into the cylinder or cylinders, and there ignited in suitable manner, as by an electric spark, to furnish. the operating power for the engine and the vehicle.

The invention herein referred to, relates particularly to means for supplying the mixture of fuel and air to the engine and for the control of this mixture and of the sparking devices regardless of the particular kind of engine employed and also regardless of the type of vehicle.

My invention aims to secure the most complete and perfect control of the engine, whereby its speed and power may be increased or decreased at the will of the operator or maintained automatically by suitable governing means free from attention on the part of the operator.

My invention also aims to provide improved devices for effecting the mixture of fuel and air, and also for initially starting the engine from a state of rest.

The various features of my invention Will be best understood from a description of one embodiment thereof illustrated in the accompanying drawings, to which reference may be had.

In the drawings referred to,Figure 1, in side elevation, illustrates a typical motor vehicle equipped with devices illustrating one embodiment of my invention, the shaded portions of the drawing relating more particularly to my present invention, the remaining portions of the drawing being shown either in outline or in dotted lines, for the purpose of showing the relation of my present invention to the remaining parts of the vehicle; Fig. 2 is a top or plan view Specification of Letters Patent.

Patented Aug. 22, 1916.

Serial No. 115,841.

of the vehicle, Fig. 1, with the body omitted;

Fig. 3 is a vertical" section through .the fuel and air mixing and regulating device; Fig. 4, a horizontal section on the dotted line, M, Fig. 3, looking downward; Fig. 5, a perspective detail illustrating the construction of the throttling means, Fig. 3; Fig. 6, a diagrammatic view showing the device, Fig. 3, and its connections; Fig. 7, a detail showing in elevation the governor employed; Fig. 8, a vertical section on the dotted line, 8-8, Fig. 7; Fig. 9, a left-hand face view of Fig. 8 with the cap removed to expose the spark controlling means; Fig. 10, a vertical longitudinal section of the device for regulating the admission of cooled or warmed air to the mixing devices; Fig. 1.1,, a vertical cross section on the dotted line, 1111, Fig. 10; Fig. 12, a perspective detail of a part of Fig. 10 to be referred to; and, Fig. 13, a sectional detail illustrating a modified construction of fuel and air mixing and throttling device.

In the particular embodiment of my invention selected for illustration in the principal figures of the accompanying drawings, referring first to Figs. 1 and 2, the wheels, a, 7), carrying a suitable spring supported body frame. 0, with its body, 0, the engine, E, mounted upon the said frame, 0, and operating through the transmission gears or devices at -F, to drive the jack-shaft, f, thence through the sprockets, f, to the hubs of the wheels, I), are and may be of any suitable or desired type or construction, so far as concerns my present invention, consequently require no further or detailed description herein.

Referring now to Fig. 1, I have shown arranged under the principal seat of the vehicle a fuel supply tank or reservoir, H, which may contain gasolene or other suitable fluid, the same being conducted through the outlet pipe, h, shown in dotted lines, Fig. 1, to the fuel and air mixing and controlling device, M, shown in dotted lines, Fig. 1, upon the remote side of the engine and illustrated in full lines in detail in Figs. 3 to 5, inclusive. Referring to the latter figures, the fuel supply pipe, h, is shown entering at the lower left-hand portion of the figure, where it is connected by suitable coupling opening, m into the float chamber, m,

with the separator, m, depending from the principal casting, m, in which the various working parts are preferably arranged.

The bottom of the separator, m, is closed by a plug, m which is provided with a vertical tubular, extension, m flanged outwardly at its top to fit closely the bore of the separator, thus to compel fuel from the pipe, 71., to pass through the side openings, 912*, in the said extension to the interior thereof, thence upward through the strainer, m applied to the upper end of the said extension. Any water which may be mixed with the fuel separates therefrom in the separator m and may be drawn ofl through a cock m" in the bottom thereof. This construction forms a convenient means for removing the strainer m whenever necessary for cleaning. The fuel, after passing through the separator m rises through the formed within the casting, m. The entrance opening, m is controlled by a preferably ball valve, m, on the lower end of a valve stem, m, which rises through the float chamber m and has threaded upon its upper end a stop guide, m which guides the valve stem in its vertical movements.

the float chamber m is the float, m", which rises with the fuel in the said chamber and surrounding the when the fuel reaches the proper level therein, said float, contacting with the bottom of the stop guide, m on the valve stem referred to, will lift the valve stem and its valve to close the valve opening, m and cut off further admission of fuel. The level of fuel in the float chamber thus maintained by the float may be regulated at will by threaded adjustment of the stop guide on the valve stem, 112?, since the posltion of the said stop guide on the said valve stem determines the level at which the float will lift ghe valve to cut off further. admission of uel. I

The protruding end of thev'alve stem m", above the float chamber, is shown inclosed in an inverted cup, m, perforated at its top to receive the vertically sliding starting device m, normally retained in its elevated position by the spring m By depressing this starting device, the valve stem may be manually depressed to open the valve to admit additional fuel to the float chamber for starting ,the'engine, as will be herein-.

after fully described.

At or near the bottom offthe float chamber, m", is an outlet passage, m f which communicates with an annular chamber n, atomizing nozzle, n, screwed into the bottom of the mixing chamber N. This atomizing nozzle, n has a vertical axial passage, W, with which the outlet passage, m communicates through one or more side openings, n

The atomizing nozzle, n, is provided with an exteriorly tapered upper end, which is arranged within and in close proximity to the correspondingly tapered cone, 11. This cone is carried by and at the lower end of a throttle cylinder or cylindrical throttle, 11., arranged within 'the'mixing chamber, N, and adapted to be rotated therein by means of a stem, n, projected from its upper end.

Within the cylindrical throttle, n and surrounding the top of the cone, 11. but not covering the opening therein, is a fine mesh gauze, 01, and immediately above this gauze or netting is an opposed deflecting cone, a depending from the top of the cylindrical throttle.

The mixing chamber, N, near its lower end and below the level of the gauze, n is provided with an air inlet, a", and above the level of said gauze, is provided with an outlet, n, and immediately opposite these openings, 12,", n, the cylindrical throttle n is provided with corresponding openings, n, a adapted when in proper rotative position to register with the said openings o 10 Rotation of the cylindrical throttle n will thus open and close the openings n 11. in the side of the mixing chamber, in fact, that portion of the opening of communicating with the interior of the throttle, outside'of the cone 72*, may be completely out ofl by sufficient rotation of the said throttle. The bottom of the cylindrical throttle, however, is above the bottom of the air inlet opening n"; consequently, the admission of air from the said opening below and to the interior terior of the cone n therein. The air thus drawn upward through the interior of the cone, '11., issues with considerable force.

through the contracted ring-like opening surrounding'the atomizer nozzle, n, at the upper end of the cone, and thus draws outward from the said nozzle the liquid fuel which is maintained therein at a level with that of the fuel in the float chamber, m which'level preferably is slightly below the top of the said atomizer nozzle. This fuel is projected with considerable force against the opposing conical surface of the baflle cone, 12. which scatters and atomizes it, and causes it to be thoroughly mixed with the air drawn upward at the exterior of the cone, the combined mixture of fuel and air passing thence upward through the opening, n, to the engine, there to perform its work.

By rotating the cylindrical throttle, n", more or le within the mixing chamber, N, the quantity or volume of mixture permitted to pass to the engine through the opening a, may be regulated or controlled at will, and likewise and in the same proportion reduces the amount of air permitted to enter through the inlet opening, a". to the interior of the throttle cylinder outside the cone n therein. The admission of air below and to the interior of the cone n, however, remains always open and free; thus to insure proper operation of the atomizer at all times regardless of the extent to which the volume of air or mixture required may be reduced. In other words, as the volume of mixture drawn from the chamber and air admitted to the chamber is reduced, if the reduction in air admission took place within the cone, n, as Well as the outside thereof, there would soon come a time when the atomizer would refuse to work, because so large a portion of the reduced quantity of air would pass upward outside the cone. This, however, is entirely obviated and the permanency of the atomizing effect is insured by maintaining constant the admission of air through the interior of the cone and by causing the reduction to take place entirely at the exterior thereof, where it can exercise no effect upon the atomizer.

As the atomizer draws the fuel from the float chamber, m, and reduces the level of fuel therein, the float drops and opens the .valve, m to admit a further supplyof fuel,

the action being such that in practice the float maintains the valve open sufficiently to insure a substantially continuous admission of fuel both to the float chamber and also to the mixing chamber, N.

To start the engine, when there is no vacuum therein to draw the air and fuel from the mixing chamber, it becomes necessary to provide other means for furnishing initially the required supply of carbureted air for the first ignition. This may be accomplished in the apparatus described by depressing the starting device, m. Fig. 3, thereby depressing the valve stem. m and opening the valve, m, to permit fuel. gravitating from the higher level of the reservoir, H, to rise in the float chamber m sufficiently to overflow the top of the atomizer'nozzle, n, in the chamber N, and spread out upon or flood the fine gauze or foraminous plate, n, surrounding the same. The fine mesh of the openings in this gauze or plate is such as to hold the fuel flooding it, in a thin film. If new the crankshaft of the en 'ne be given a rotation the movements of if; pistons therein will draw air from the inlet opening n upward .hrough this thin film of fuel, thereby carbureting the air on its way to the engine, and furnishing a sufficient supply of carbureted air or combustible to set the engine in motion upon closing of the circuit leading to the sparking devices.

Difficulty is usually encountered in furnishing quickly for starting a sufficient supply of carbureted air. Engines of the type referred to frequently require several turns of the crank-shaft before sufficient carbureted air is supplied to the cylinders to permit operation of the engine by ignition in the usual manner. By flooding the gauze. n, with the fuel, as described, and causing the air drawn to the cylinders to pass therethrough and become carbureted thereby. I have found that the required supply of carbureted air is initially obtained in sufficient quantity to start the engine upon a single turn of the crank-shaft thereof.

In warm weather. the engine will operate successfully with the use of cold or atmospheric air drawn into the mixing chamber, N but in cold weather, it is frequently necessary to admit warmed air to the mixing chamber. This is accomplished with my resent invention by means illustrated in igs. 1, and 10 to 12. Referring first to Fig. 1, the exhaust from the engine, E, issues through a pipe, 6, passing thence along to the rear of the vehicle, where it enters the muflfer, e. Partially surrounding the exhaust pipe, e, is a chamber 0, through which air is drawn, which air is of course'heated by passing therethrough in contact with the heated wall of the exhaust pipe. This chamber is in communication with the inlet opening, 0', see dotted lines, Figs. 1 and 11.. of the hot air device, O, shown as cylindrical in sha and provided with a second inlet opening, 0 through which ordinary atmospheric air is admitted. The ends of the cylinder, 0, are closed by two caps, 0 0, provided respectively with segmental portions, 0 0. see Fig. 10, adapted when in certain rot-ative positions to partially or wholly close their respective openings, 0, 0 'One of these caps, as 0 is provided with a bolt, 0 which extends longitudinally through the cylinder, 0, and through the cap at the opposite end thereof, and is fitted outside the latter cap with a wing nut, 0 By slackening this nut, the two caps, 0 0. may be rotated relatively or in unison as required. to obtain the desired proportionate supply of cold air through the opening 0 and warm air through theopening 0. or, air may be drawn through either one of these openings to the exclusion of the other, if desired. The air thus admitted to the cylinder 0. passes therefrom through the opening 0 to the inlet a". of the mixing device M. Fig. 3. Having then properly adjus'ted the cold and warm air supply the caps are clamped in positionby the wing nut. 0. The peripheries of the caps, 0 0, may be milled to enable them to be easily engaged and are also graduated, asindicated at Fig.

12, to indicate to the operatonthe positions of the segmental extensions within the cylinder O and the degree of opening or closing of the inlet openings therein.

Referring now to Figs. 2 and 6 to 10, inclusive, I. will describe the automatic and manually controlled means for regulating the cylindrical throttle, a and the; sparking,

devices. In Fig. 2, the crank-shaft 10f the engine is indicated at 6 thesame being provided at its front end with a usual handle, 0 by which to rotate the crankeshaft initially for the starting oflthe engine. This crank-shaft, see Fig. 7, is provided with a pinion p, which drives a wheel, 39', keyed to the usual valve actuating cam shaft p of the engine E. This wheel, p carries a pair of centrifugal weights, 39*, mounted in usual manner, as for instance, upon the arms-p, fulcrumed at 72 upon the wheel and havin their outer ends controlled by springs, p tending to draw the said weights and their arms constantly toward the axis of the wheel, from which they spread upon rotation of the wheel. The free, spring controlled ends of the weighted arms, 10, are connected by links, 39 with the radial arms, 17, of a sleeve, p loosely mounted upon the cam shaft, 12 This sleeve at its outer end at the left Fig. 8, carries an insulating head, 1), in which, see Fig. 9, is set a contact piece, 32 the face of which is flush with the peripheral face of the said head. "Thus, the sleeve, 10 carrying this contact member, 39 not only rotates by and with the cam shaft wheel p, but it has a further movement relative to the said wheel producedby the varying positions of the centrifugal governor weights, 39*, due to the speed of rotation of said wheel, which causes the said contact member, 10, to occupy a more or less advanced position or lead relative to its wheel, according to the rotative speed of the latter.

Back of the insulating head, 10, and preferably carried by the inclosing case, 39 referred to, is a plate, 32 upon which are .mounted and insulated therefromfour contact posts, 19 (one for each cylinder of the engine) shown as spaced uniformly 90 degrees one from the other and carrying respectively the four contact brushes, p resting at their ends upon the periphery of the insulating head, 37 referred to, and adapted on rotation of the said head to successively make contact with the rotating contact member, 10 on the said head. Thus, at each complete rotation of the cam shaft wheel, and the head, 20, there occur four successive closures of the electric circuits, said closures being for the four cylinders of the engine,-a four-cylinder engine being driving wheel p -so that rocking movement 10 fulcrumed at 39 see Fig. '6, in the castaxes of rotation, thus turning the sleeve, 72

to advance the position of the contact'memher, 7?, to cause it to make earlier contact with the several brushes within which it rotates.

I control the supply of mixture for the engine also from this governor, referring to Figs. 7. 8 and 10, the pivot pins in the outer ends of the radial arms, 19", and to which the links, 30, are jointed, which pins are here designated are shown as extended through the wheel, p, the arms of which are suitably shaped to provide suflicient opening therefor, said pins at their remote ends, see Figs. 8 and 10, passing through and closely fitting suitable openings in a circumferentially grooved disk, 77, loosely mounted upon the hubs of the cam shaft of the radial arms, 29", due to the action of the governor weights, will cause a corresponding rocking or'rotative movement of the said disk, 39 also on and relative to the said shaft, p

The hub 79 of the disk, 79, see Fig. 8, is

.grooved spirally at p to receive a pin, 27,

projecting radially from the hub of the wheel, so that as the said grooved disk is rocked or rotated back and forth under the action of the governor weights, the spiral groove in the hub thereof acting upon the radial pin, 7), will cause the said grooved disk to move axially in one or the other direction, according to the direction of its rotation, and consequently, corresponding to the movements of the governor weights.

The groove in the periphery of this disk, see Figs. 2 and 6, receives the end of a lever,

ing, p and hearing at its free end'upon a spring, 79 seated against a collar, 7), fast on a rod, p This rod is jointed at p to an arm p which is fast upon the upper end of the spindle or stem, at, of the cylindrical throttle, a, referred to, see Fig. 3; consequently, as the said grooved wheel is shifted axially by the shifting governor weights, it will through the lever, spring and rodreferred to, impart a correspondingrocking movement to the cylindrical throttle, to increase or reduce the supply of mixture to the engine cylinders, and the spring, 12 engaging the said arm, .32 returns the latter 'upon return movement of the governor weights. Thus, the governor weights not only adjust the times of ignition, as required to maintain the speed at the proper point, but regulate also the supply of mixture to the engine cylinders for the same purpose. The centrifugal governor may therefore be relied upon to maintain a substantially constant speed, which speed may be varied as desired by proper adjustment of the weights and their connections.

\Vhen the engine is running at high speed, it is usually desirable to admit a much larger percentage of air to the mixing device, otherwisethc completed mixture or combustible will go to the engine richer than necessary with a consequent loss of economy and power. I have provided for this by supplying the mixing device with av supplemental air inlet at 71", Fig. 3, controlled automatically by the opening 71;, in the cylindrical throttle n. As the said throttle rotates to completely open the exit opening n, leading to the engine, showing a demand for more combustible, the supplemental air opening, n, will also be proportionally opened to furnish the required additional air supply. As a further means for regulating this air supply, I have provided the supplemental air supply opening a?" with a supply pipe. n, which leads to a point conveniently accessible to the operator where it is provided with means, such as a swing valve, n for regulating the inlet thereto and the volume of air permitted to pass therethrough. In operating the vehicle, however, it becomes necessary frequently to reduce the speed of the vehicle below that normally maintained by the automatic governor. and it is equally desirable, when occasion requires. to be able to increase the speed beyond that normally maintained by the governor. I have provided for this by means shown in Fig. 6. Connected with the cylindrical throttle arm, p is a rod, 1)", shown as leading to and connected with an arm, 1 at the bottom of a rod, 71 mounted in bearings preferably upon and at the side of the steering post, 9 said rod, 12 being fitted at its upper end with a handle, 2 conveniently arranged with reference to the steering handle, 29. Thus the operator, with one or the other of his hands, while steering the vehicle, may move the said handle, p in one direction, as to the left, Fig. 6, and thus rotate the cylindrical throttle farther than it is rotated by the automatic governor and reduce the supply of mixture for the engine beyond that determined by the automatic governor and reduce the speed below the normal governor speed to any desired extent. on the other hand, by swinging said handle in an opposite direction, the cylindrical throttle may be turned, to increase the supply of mixture to the engine to increase its speed, notwithstanding the automatic governor is tending to hold it down, the spring, p between the rod 1) and the arm 1) permitting the said rod to be moved in opposition to the said arm without disturbing the position of the latter as fixed by the governor. It will thus be seen that while the governor normally controls the quantity of fuel supplied, such control at any desired time may be superseded by the hand control and the governor control rendered temporarily ineffective. In any event, whether the speed be thus increased or reduced relative to the normal governor speed of the engine, the governor responds to the change in speed, and immediately adjusts the lead of the contact member 7) to meet the new speed, the changes in the timing of the ignition following, however, and responding to the actual speed changes of the engine. My invention thus provides for a complete control or regulation of the speed of the engine or the power thereof by regulating the supply of combustible thereto, thus placing the vehicle under a control quite as complete and flexible as is possible with a steam propelled vehicle. On the other hand, for touring purposes, when it is desired to run for considerable distances without giving particular attention to the controlling devices, the governor may be relied upon automatically to maintain a desired constant speed of the engine and vehicle.

In Fig. 13 I have shown a different form of fuel and air mixing means comprising a casting 11 containing a chamber having an air inlet, n, at or near its lower end, and an outlet, n, at or near its upper end.- The liquid fuel enters at the bottom through a passage, 11, and rises through the standpipe, a, under the control of a needle valve, n. The top of the stand-pipe is provided with an orifice having a conical entrance n in which is normally seated the conical end of a valve rod, 12-, which rises through the top of the casting. as shown. This valve stem carries a disk valve 11]", which, under the action of the suction from the engine through the exit a, is caused to lift, more or less, against the tension of the spring, a, thereby to lift the end of the v lve stem, n, from its seat in the conical orifice, a, and permit fuel under suitable head to escape into the chamber above, there to be mixed with the .air from the inlet a, and pass as a combustible mixture through the exit. a, to the engine. The air entering through a is distributed by a perforated cone n, the top of the cone being closed by a wire gauze or foraminous plate, a.

In starting the engine, the valve stemyn, is engaged manually and lifted to permit a desired quantity of the fuel to flood the gauze, 11,", whereby the air entering through n is initially earbureted for starting the engine. lk-"supplemental air inlet is provided at the left at M9. The cylindrical throttle at, is arranged to more or less close the exitm, by rotativemovement as in the construction, Fig. 3, and the said throttle has a depending portion, a, which controls the supplemental air inlet, a to cause the latter to be opened only when the exit, a, is also fully open, thus insuring a sufficient supply of air for high speeds and cutting off,

the excess at at when the mixture is throttled for low speeds.

Referring to Figs. 6 and 7, the engine camshaft driving wheel p, drives a pinion on a shaft 51, which may operate an electric generator G for the igniting device, and a pump P for circulating the cooling fluid through the engine jackets. But neither of these devices constitutes apart of the present invention, they forming parts of other inventions covered in other applications pending concurrently herewith.

This invention is not restricted to the particular embodiment thereof here shown and described, for the same obviously may be varied without departing from the spirit and scope of this invention.

Claims: e

1. An enginehaving throttling means, a speed-responsive device having a yieldable connection with said throttling means, and

additional controlling means connected with said throttling means through an unyielding connection. I

2. An engine having throttling means for governing the supply of motive fluid to the. engine, controlling means therefor responsive to the speed variations of the engine,

and additional means for varying and maintaining a given engine supply lrrespec- 1 tive of the engine speed and either in excess of or less than the supply assigned by the speed-responsive means.

3. An engine having motive fluid supply means, a throttling device provided With an actuating arm 79, means responsive to the engine speed having a yielding connection with said arm for normally regulating the motive fluid supply, and auxiliary means also connected With said actuating arm to move it to different positions for exclusively controlling said throttling device and maintaining a constant motive fluid supply while in any of said positions.

4. An internal combustion engine having ignition means, the throttle, 72. a governor having weights, p and connections between the same and said throttle for governing the same by the speed of said engine, said connections including a lever p a rod or link 79 and the intermediate spring 7), 'and means comprising a rod 79 for independently controlling said throttle.

5. In an internal combustion engine, the combination of ignition means, fuel admission means, a throttling device therefor, a governor responsive to the speed of the engine for actuating said throttling device, and means including a coil spring interposed between said governor and throttling device that by its' compression, effected through the action of said governor, imparts throttle closing movement to said throttling device and means independent of said spring for imparting opening movement to said device.

6. In an internal combustion engine, the combination of ignition means, fuel admission means, a throttling device therefor, a

governor responsive to the speed of'the engine for actuating said throttling device, and means including a coil spring interposed between said governor and throttling device that by its compression, effected through the action of said governor, imparts throttle closing movement to said throttling device and yielding means for normally operating to impart reverse movement to said throttle and maintain its open position,

Intestimony whereof, I have signed my name to this specification, in the presence of two subscribing Witnesses.

ANDREW L. BIKER. Witnesses;

FREDERICK L. EMERY, ALBERT C. 550111112. 

